Explosive-engine.



A. G. ELLIS.

EXPLOSIVE ENGINE. APPLICATION man IAN. 17. I913.

1,138,648. Patented May 11, 1915.

4 SHEETS-SHEET I.

jafiMW A. G. ELLIS.

EXPLOSIVE ENGINE. APPLICATION man 1AN.I7, 1913.

4 SHEETS-SHEET 2- 477:; 71:: 3 /v VENTUK ay dw iodi Patented May 11, 1915.

A. G. ELLIS.

EXPLOSIVE ENGINE. APPLICATION FILED, JAN. 11, 1913.

Patented May 11, 1915.

4 SHEETS-SHEET 3- Patented May11,1915.

u 7% w 1;: N a7 w a U NITED STATES PATENT OFFICE.

ARTHUR G. ELLIS, OF EAST LIVERPOOL, OHIO.

EXPLOSIVE-ENGINE.

Specification of Letters Patent.

Patented May 11, 1915.

Application filed January 17, 1913. Serial No. 742,576.

This invention relates to improvements in explosive engines, .and the invention.1s

disclosed in connection with a six-cylinder combination having two series of cylinders in parallel and in inclined relation to a single crank shaft between them, all substantially as shown and described and particularly pointed out in the claims.

In the accompanying drawings, Figure 1 is a vertical sectional elevation of a single series of three cylinders and the crank axle and valve chamber therewith, and since the other series is identically the same as this one in all particulars, including the valve chamber and the shaft with which both series are alike connected, the present view is deemed sufficient for both series. Fig. 2, Sheet 2, is an end view of the complete engine reduced in size as compared with Fig. 1 and showing especially the relation of the two series of cylinders to each other. Fig. 3 is a side elevation of Fig 2, both sides being alike. Fig. 4, Sheet 3, is a sectional elevation on a line corresponding to 4-(4, Fig. 5. Fig. 5 is a plan view of the engine. Figs. 6, 7 and 8 are cross sections of the valve and valvecasing, showing different positions of the valve successively in its operation as hereinafterfully described and taken on lines 6-6, 77 and 8-8, respectively, Fig. 9. Fig. 9 is a longitudinal section of the valve alone, and Fig. 10 is a cross sectional view. of valve casing and valves corresponding to line 10-10, Fig. 9,

and Fig 11 is. a cross section on a line cor-l responding to 11-11, Fig. 9. Fig. 12 is a sectional view showing the cam shaft for the puppet valves.

The foregoing construction and combination of parts affords a six-cylinder engine in which the cylinders c and c are arranged in two rows or series of three each disposed at an inward inclination at their bottom relatively to the single crank shaft 8. The respective cranks 2 of the said shaft are set uniformly at a sixth of a complete circle or revolution apart, and the arrangement of the cylinders in respect to each apply the power. cyhnders work practically in pairs with other is such that each comes into action and exerts its force in succession to the next preceding one at the predetermined interval so that a practically continuous rotary force 1s exerted upon the shaft in what is deemed the most advantageous manner. possible to To these ends the said opposite ones of each series constituting a 'ven pair, and the shaft 8 has its cranks 2 or each.pair constructed and arranged to bring thg connecting rods of each pair together in crossing relations as seen in Fig. 4.

The two rods 3 and cranks 2 for each pair of cylinders are also arranged to come bethe rods are o'ifset in respect to one another and have bearing ends I) for the cranks 2.

The shaft housing 72. has bearings 4 at its ends as well as between pairs of cranks as shown in Fig. 1, andthe cylinders are bolted directly to or upon this housing on oppositely inclined seats as seen in Figs. 4 and 5. The said housing is shown as built in two sections longitudinally and bolted together along the flanged edges of said sections as seen in Fig. 3 and is otherwise suitably constructed to fix it in stationary position. In Fig. 1 the cylinders shown are in the series indicated by c for convenience of de-' this instance, and adapted to serve as both a gas supply and exhaust medium for all the cylinders in the-same series. To this tween the bearings 4 for the crank shaft and end a suitable gear mechanism is emplo ed to rotate said valve from the crank sha t s, and the said valve is constructed and the said gear is timed to work so as to open the intake and the exhaust passages of the said cylinder according to predetermined times successively. The said. valve casing is shown as having two intake or supply openingsor ports min its top which, in practice, are connected and open alike to a common source of supply, and there are also a plurality of exhausts n here and there through said-casing. Distribution of gas is from the said intakes through the center of the valve 1; longitudinally. The on reference follows the gas as also does the 01. reference the exhaust. In its approach to the said cylinders the gas or combustible mixture passes into the interior or bore of the valve for distribution to the cylinders through the two vaned portions 7 of the valve and which serve to intermix and commingle the gas constituents for effective combustion. It will be noticed that thesaid vanes 7 are set at an inclination or tangent to promote the drawing of the gases into the valve and said vanes are tapered inward for the same purpose. Thisconstruction makes the valve a reliable channel of supply through its center to all the cylinders alike and the immediate entrance of. the gas from the bore of the valve to each cylinder is by or through the mouth 8, while the exhaust is by a single opening 9 in the valve which communicates with the passage 10 and thence to the further exhaust passage it above indicated. In the present showing, Figs. 6, 7 and 8, all the said openings 8 are closed, and a puppet valve 12 in the line of communication and seat at the mouth of passage 10 is adapted to further control both the intake and the exhaust, which have difi'erent channels through the valve. The said valve 12 closes automatically under the action of spring 1 on the stem thereof outside the valve casing, and a bell crank lever,

15, or its equivalent, is employed as a medium for positively opening said valve at predetermined times. Asingle cam shaft 20 in the top of the crank housing is provided for operating said lever 15 through connections 19, there being one cam 21 on said shaft for each pair of cylinders and their puppet valves 12, see Fig 12. The

spark plug 16 is positioned in a recess 20 ofi from the cylinder proper but open thereto opposite the valve 12 where ignition of the gas occurs.

A worm drive gear 30 connects shaft 8 with the valve 1) by means of a shaft 31 and bevel gears 22 and 23 or their equivalent, the idea being to time the valve according to the positions of thecylinders for intake and exhaust. By setting the cylinders at an angle of 60 degrees to one another'instead of at 120 degrees as has heretofore been the-custom, I am enabled to space the cranks at 60 degrees also to ob-' tain a practically continuous crank action. Furthermore, by setting the cylinders in two rows oppositely a six-cylinder machine is made which occupies only half the usual space or length of the cylinders in a single row as usual. This arrangement also materially reduces vibration and affords increase of powerby concentration. Of course it is. known that rotary valves are not broadly new, but this valvebeing rotary and supported on, ball bearings at its'e'nds runs" noiselessly and with a minimum of power.

The interposition of the puppet valve 12.

masses of the gases, as both the intake and the ex- 7 haust are controlled thereby and a perfectly smooth action results vregardless of speed of motor and irrespective of springs or other devices for holding the valve open. In this instance each cylinder has a puppet valveas shown, and the said valve has no point of contact between its push rod 24 and the outside of the casing. A spring serves to hold it normally on its seat and it follows that the said seat does not become worn and leaky as is liable to'be the case in similar valves generally. It will be noticed especially that as the gas enters the cylinders through the center of the valve 5 and the exhaust is through a jacket or passage about said center there is a preheating of the gas which materially facilitates explosion. The Water jacket for said valve is outside the passage 11. for the exhaust, which is about the intake m. The exhaust passage through the valve is placed on the outside or surrounding the intake passage so as to be nearest-to the water-cooling jacket of the valve casing whereby the most efficient cooling effect is'obtained on the valve by both the cool incoming gases and the circulating Water in the casing. The exhaust ports are arranged near the respective cylinder-communicating passages 10 and at: either side of a pair of intakes 7 to effect quick relief and discharge of the exhaust gases.

Referring now more particularly to the crank shaft 8, it will be seen that the said shaft has what is termed a single crank for each pair of cylinders with bearings 4 between said cranks, and that each crank has two bearings setone in advance of the other according to the number ofengines or cylinders employed. With a six-cylinder engine, as at present, the difference is one-sixth of a revolution and the two connecting rods for each pair of pistons P are suitably spaced apart so that each works independently of the other and is offset on the axis of the shaft 8 as seemin Fig. 1, in such manner that the connecting rod 3 of one cylinder inclines constantly as to said axis in one direction and the other inclines in the opposite direction and the division portion 25 between the bearings b is especially constructed to accommodate these staggered working relations.

As a rsum of the foregoing it maybe observed, first, thatthe motor is exceptionally compact in length as it occupies only the space necessary for three cylinders instead of six as heretofore by arranging the same in parallel series and in pairs as described. Secondly, that the motor is, silent, owing chiefly to the fact that there is but a single puppet valve instead of two for each cylinder and this one working at but half the speed of the ordinary type. Thirdly, the operation is a practically silent one because the valves are mounted on ball or roller bearings and the gears for rotating the same are housed in oil tight casings. Fourthly, the motor has the highest attainable efliciency because of the compactness and solidity of construction as a whole, the quick relief of the exhaust gases, and the thorough admixture of the fuel vapor and air by the fan-like mixing vanes of the valve, and fifthly, the perfect balance in and between the engines by reason of their arrangement in respect to each other in pairs at sixty degrees instead of one hundred and twenty degrees as between cylinders. I

What I claim is:

In an internal combustion engine, a series of engine cylinders, a combined intake and exhaust passage for each cylinder and a puppet valve in each passage, in combination with a rotary valve for said several passages in advance of said puppet valves in the passage of gas and a single cam shaft and puppet-valve operating connections with said shaft located between said cylinders and in operating connection therewith.

In testimony whereof I affix my signature in presence of two witnesses.

ARTHUR G. ELLIS. Witnesses R. B. Mosnn, C. O. WEAVER. 

